Emergency-brake.



No. 777,118. PATENTED DEC. l13,1904. G. MACLOSKIE.

EMERGENCY BRAKE.

APPLIOATION FILED MAR. 21, 190s. -lNo MODEL. zsHBETs-SHEBT 1.

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PATENTED DEC. 13, 1904.

v G. MAoLosKIE. EMERGENCY BRAKE. APPLICATION FILED MAR. 21, 1903.

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mvenlor: George macloskie Aey.

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'.f (l l l l/ To 'ft/7 'IN1/ om it' may con/cern:

a citizen of the United States, residingat No. 777,1 is. Patented December 13, reca.

UNiTnD STATE-,s PATENT Frisia.

v(HSORGE MALLOSKIE, OF SCll-IFNEOLADY, NEW YORK, ASSIGNOR TO GENERAL' ELECTRIC COMPANY, A CORPORATION OF NEW YORK.

EIWEWGENGY-BRAKE.

SPECIFICATION forming part ofv Letters Patent No. 777,118, dated December 13, 190e. Application filed March 2l, 1903. Serial No. 148,911. `(No m'bdel brakes to'be released if they have not alreadyl 50 been released by the means operated from the Be it known that. I, GEORGE MAoLosKIE,

controlling-handle and for" locking the brake- Schenectady, county of Schenectady, State l controlling' mechanismin position so that the of New York, have invented certain new and useful Improvements in Emergency-Brakes, l of which the following 1s a specification.

and power-actuated brakes in case of an einer gency, and is intended for use especially in connection with electrically-propelled vehicles or trains employing a braking system actuated by Huid-pressure.

accidentin casethe motorman or operator while on duty on a car or train becomes incapacitatedthrough'sudden illness, death, or th l emergency device shown and described in the application of F. B. Corey, Serial No. 148,902, mechanism from the controlling-handle. Figs. filed'March 2l', 1903. The said application discloses means for autom motor-circuit and applying the brakes Whenevervthecontrlling-handle is released by the motorm'an or operator in any of its operative positions. 'A movement of the controllinghandle into its brakes to be released.

and described in said application it is possible for the motorman to become incapacitated and release the controlling-handle while the car is coasting withthe controller in its ofi' position Without causing the brakes to be applied. -My present invention obviates this diiicult-y andcomprisesmeans for causing the brakes to be applied when the controlling'- handle, 'which may be the'operating-handle for the motor-controllingswitch or may be the operating-handle for the customary air-brake lengineers valve, is released in any of its po'- sitions and 4means operated from the controlling-handle for returning' the brake-controlling means to an inoperative position to cause said brakes to be released.

erated when the reversing-switch is thrown into its oi? or neutral position for causing said controlling-handle can be `released bythe 0perator Without causing4 the brakes toY be an- 55 plled. f

In the accompanying drawings, which illusl My invention relates to improvements in tion, Figure 1 isa front elevation .ofv a specific form of controller' to which my invention has 60 been applied, the casing-cover being removed and certain parts being; shown broken away and in section. Fig. 2 is a sectional plan view on the line 2 2, Fig. 1. Figs. 3, 4, and 5 are sectional plan views on the line 8 3 of 65 Fig. 1. showing the emergency-valve-actuating mechanism in various operative positions. Fig. 6 is a side elevation oi the emergencyvalve actuating mechanism, showing the means for resetting the said valve-actuating means forfautomatically controlling motors l' trate the preferred embodiment-of my invenl rlhe object of my invention is to prevent e like. My inventionis an improvement on the 7 and 8 are sections through the preferred form of emergency-valve, and Fig. 9 is a diagrammatic representation of a t straight air-brake system to which my invention may be applied. Referring now to the draw in gs, A represents the back ol a controller-casing, and E theoperating-handle for the controller-cylinder B within said casing. The controller-cylinder B carries the usual contact-segments?) and is geared by cog-wheels C O to a shaft D, which runs up into the hub e or' the operating-handle E. The hub is rotatable in an opening in the cap-plate A of the casing and is fastened to the shaft D by-meansof the set-screw 0l. 85 Rotatably mounted on the shaft .D Within the casintir is a sleeve F, maintained yieldingly in its normal position by the helical spring F', which is connected at one end to the sleeve Y and at the other end to the shaft, preferably 9o by means of the collar-1)', secured to said shaft. The sleeve F carries a carnf and lugf, (see Fig. 2,) the latter serving as a stop by abut ting against -a stationary lug' a on the under atically opening the off position causes the With the-device shown long, arm of the lever E2, fulcruxned on the The invention further-consists of means opside of the cap-plate. 9.5l

y handle is being operated.

'to the air-brake cylinder 13 and is also conoperating-handle E. A spring E bears on the short arm ot' the lever and keeps th'e pin and knob normally raised. Atoothed rocker il E* also is fulcrumed on the'operating-handle and engages with the short arm of the lever Q E2: The other end ot' the rocker E* engages with a lug on a bolt (i, slidable in a keyway in the shaft D Aand adapted to enter a notch This will occur whenever the knob E is depressed, provided the controller is in its off position, The sleeve Fis adapted to rotate with the shaft D so long as pressureris maintained on the broad knob E', on which the palm of the motorman`s hand is adapted to rest while thc controlling'- said sleeve to the shaft.

's inthe upper end otv the sleeve F and lock l Adjacent to the shaft D within the controller is a rock-shaft H, carrying' an arm z, which bears against the cam f, as shown in Fig. 2, whereby the movement of said cam will rock the shaft H. Mounted on the rock-shaftH is an arm L, carrying a block ol insulation H', on which are mounted two connected spring contact-fingers, which coperatc with stationary contacts and form therewith a double-pole switch I for closing and opening the power-circuit when the shat'tH is rocked. The casing for the blow-out magnet of said switch is indicated by L.

Mounted within the controller-casing and operatively connected within the air-brake system is an emergency-valve, the casing of which is indicated by P, which is adapted to apply the brakes in case the controlling-handle is released in any position, including the oli' position, of the controller. To apply the brakes' when the so-called automatic airbrake system is employed, the emergencyvalve exhausts the train-pipe to atmosphere, and when the straight air-brake system is employed it connects the source of compressediuid supply to said train-pipe.

Although .my invention is applicable to either ot' the systems above referred to, I have chosen to illustrate it in connection with the straight air brake syst-em, and in Fig. 9,

12 indicates the train-pipe which is connected nected, through the pipes 14 and 15, by way of the engincers valve 16 and the storage-reservoir 17, to the source of com pressed-iiuid supply, here shown as a motor-drivenair-compressor 18. The emergency-valve'casing P is connected to the pipes 14 15 by means ot the pipes 19 20, respectively.

The valve-casing P preferably contains two side ot' the cam f.

valves-a relay-valve Q1and a controllingvalve 29.' The valve 21 is adapted to control i l the communication between the pipe 20 and li-trollmg-handle is in its ed position causes the the pipe 19, or, in other words, to control the communication between the sourcefoil compressed-Huid supply and the train-pipe when the straight air-brake system shown in Fig. 9 is employed. This valve 2,1 is adapted to rest 1 upon the valve-seat QQand is normally maintained on the said valve-seat by means of the compressed iiuid f rom the source of conipressed-iluid supply, assisted by the spring Q3. The compressed iiuid enters the chamber Q4 above the valve Q1 from the chamber 26 by way otl the small passage-.wayl in said valve 2l.' The said valve 21 is adapted to be opened against the action of the spring 23 by pressure in the chamber 26 when the compressed fluid in the chamber Q4 is exhausted to atmosphere by the operationy of thel controllingvalve 29. Communicating with the chamber 2st by means of the passage-way 2T is an auxiliary valvechamber 28, containing the said valve Q9. Thisvalve 29 is normally maintained on its seat 31 by means of Huid-pressure, assisted by the spring 3Q. The compressed {iuid enters the chamber 28 behind the piston. attached to the valve Q9 through the passage-way 33 in said valve 29. At# tached to the valve Q9 is a valve-spindle 34, having formed thereon an annular groove 35.

`When the spindle 34 is forced inwardly lagainst the action of the spring 32, the cham ber Q4 is exhausted to atmosphere through the passage-way 27 and exhaust-port 30. and since the port or passage-way Q5 in the valve 21 is small compared with the exhaust-port 3() the pressure in the chamber-QG will cause said valve to open against the action of the spring 23 and connect the pipe Q0 with the pipe 19 through the chambers 26 and The mechanism 'for operating the emer-1 gency-valve will now be described.

Pivotally mounted on. the back of the controller-casing at n is a lever p, the lower end ot' which is adapted to impinge the valve-spindle 34, and theupper end ot which projects into the path of a lug q, carried on the under This lug q is adapted to strike the upperend of said lever when the sleeve F is returned to its normal position by the spring F, thereby operating the einerc gency-valve to cause the brakes to be applied. 1n this construction the stop c' is so located that when the controlling-handle is in the position corresponding to theoti' position of the controller and the'sleeve F is in its normal position, with the lugf' against the stop-6L', the siot a in said sleeve is out of alinemcnt with the keyway in the controlleiwshaft in which the bolt Gr slides. gency-valve to close to release the brakes, the sleeve F isrotated from its positionwith the lug'fagainst the stop a to the 'position shown in Fig. Q. This movement is accomplished without causing the cut-out switch to be actuated t complete the motor-circuit. A depression ot' the knob F/ when the conl'owcr end ot' the bolt (i, which'is beveled at g, (seeFig. 6,) to strike the beveled edge t ofA the slot .sinthc sleeve ii", and b5; the wedging action thus produced causes the said sleeve to IIO To allow the emerl vthe sleeve F-in the position vanismis indicated in Fig.

.tion fw', `carried by said arm, moves from 'the 'the' lower v'end .the lug q from as to allow the in order to lock just referred to, so thatwhen the controlling-handle is released. the .brakes will not be applied, I have constructed the interlockingmechanism between the movable member RS ofthe reversingswitehand lthe controller-shaft so that'when rotate into such a position emergency-valve to close.

Vthe lever-arm 9.0, constituting said interlocking'devivce, is moved by the cam-plate 1X-carried, by said ,member-RS so that the projecrecess t into the recess t', the lug a', carried by the larm w,

Yengages the lug y, carried by ofthe sleevey F, and prevents striking the. lever 0. l

In the operation of thiseontroller andv emergency-valve (assuming "that'the reversingswitch is in its neutral position) when the motorrnan places his hand upon the operatinghandle he ldepresses'the push-pin c and forces the bolt Gr down into the notch inthe sleeve F. Then he throws the reversing-switch RS into one 'of its operative positions, either for ward or backward, thus causing the projection w', carried by the'interlocking arm fw, to move into either of' the recesses t from the recess t', thereby removing the projection mi from the recess u in the collar on the Jshaft l l l i and moving the locking-lug .fr out of engagementvwith the lug y. The rotation oi the handle-operates, lirst, `to close the cut-out switch VI by operating the rock -shai't H through the agencyof the vsleeve F and the. cam f and then to" control the motor-circuits by means of the'controller-cylinder B. Viththe controlling-handle in its oti position and the reversing-switch in its 4neutral position the sleeve F and the,emergency-valve-actuating mechanism are locked in the position shown in Fig. 3 of the drawings, theprojection wg engaging the recess 'it and the lug a", carried by the arm 'z/}, engftging the lug y, carried by the sleeve F. When the controllinghandle is moved forward after the reversingswitch has been thrown into one ol" its operative positions (corresponding to the recesses t) and the sleeve F is locked to the shaft D by meansof the'bolt G, the valve-operatingl mechanism assumes the position shown4 in- Fig. 4 of the drawings, with the projection w in the recess t and. lthe 'lugs a; and a/ out of en gagement with each other. .When the con-V troller-operating mechanism is in this position, the lug q is out of engagement with the I lever p. Ifat anytime the ymotorman re-e moves his-hand from the handle E, the sleeve F is unlocked from the shaft D and the spring F' instantly turns the sleeve backward until the lug f strikes the stop a. onthe cap-plate and the lug engages the lugy.l This position of the emergency-valve-actuating mechl i 5. During this backward movement and just before the lug out of engagement withA the l f reaches the stop c the lug g engages the upper end of the lever v and rocks said lever 4to open the emergency-valve.

It will be seen that with this construction the-operation of the emergency-valve when the'controlling-handle is released by the motorman whilethe reversing-switch is in either its forwarder reverse position is independent ofthe position ofthe said controlling-handle, the mechanism operating when the handle is `in the otl position `as well as when the `handle is in ,any ofitsoperativo positions. In order to release the emergency-brakes, it is merely necessaryior the operator or motorman to, .return the. handle to the off position, if it i's not `there already-and then CleILIeSsth'e knob E', thereby rotating the sleeve F by means of' the wedging action between the bolt G and the side of the slot s, 4as above described.

Itis often desirable to release the controlling-handleand leave the controller without causing the brakes tobe applied by' the operation of the emergency-valt'e. '.lo accomplish this end. and to 4render it necessary for the motorman to` open the motor-circuit beforev the reversing-switch is moved into its neutral position. v-VhenJ the reversing switch is thrown into its neutral position after the brakes have been applied by the emergencyvalve,the sleeve F is rotated by means of the engaging lugs .r and ju, the lower end oi' said sleeve assuming the position shown in Fig. 3 and the upper end oi said sleeve assumingthe position shown in FigQ, with the lugj" out ol engagement with the stop a' and thelug g i ever-arm p.

The speci'iic'construction Aof the working parts of the controller 'herein shown and described formsno part "of my present inven- `tion and is not herein claimed, since it forms the subjectmatter `ot'a copending applicationA otF. E. Case, Serial No. 75,488, lilcd September 16, 1901, and is-merelyillustrated and described-here to' show how my invention may be applied to the type oi" controller generally em ploycd as a master-controller in train-control systems. 1t will be readily understood that the invention is not limited in its application to any specific form of controller.

l have herein shown and described my'invention as applied to the operating-handle of the motor-controller; but it will be well understood that the emergency-brake mechan- -ism may be applied to the operating-handle joi theprdinary engineers valve of the airbrake system, thus allowing the said engineers valve handle to Aoperate as the con trolling-handle for `theemergency device..

jl ainrto cover intheclaims hereto appended all modifications, both ot' the system ICO IIO

and of the apparatus herein disclosed, which do not involve a departure from the spirit and scope ot' my invention.

\Vhat 1 claim as new, and desire to secure by Letters Patent of the United States, is-

l. In combination, a controlling-handle, a brake actuated by Huid-pressure, a valve for controlling the operation of said brake, means controlled from thc handle when said handle is in any position for causing said valve to operatev to apply the brake, and means operated from said handle when, the latter is in a predetermined position for causing said valve to operate to release said brake.

2. In combination,y a. motor reversing switch, means for actuating said reversingswitch, a controlling-handle, a brake actuated by duid-pressure, a valve for controlling the operation of'said brake. means for operating said valve to cause said brake to be applied when said handle is released by the operator, means controlled from said handle for operating said Valve to release said brake, and means operated by the reversing-switch-actuating means forv locking the valve-operating means in the latter position.

3. In combination, a controller, .means for operating said controller, a power-actuated brake, means for causing said power-actuated brake to be applied if said controller-actuating means is released in any position of the controller, a reversing-switch, and means operated when said reversing-switch is operated yfor causing said brake to be released.

4. ln combination, a controller, a controllinghandle,a brake actuated byiluid-pressure, a valve for controlling thel operation of said brake, means for operating said valve to cause said brake to be applied when the controllinghandle is released by the operator,a reversing-switch. and means operated' when' 'the actuating mechanism for said reversing-switch is 'moved into its neutral position to operate said valve to cause the brake to be released.

5. In combination, a motor controlling switch and a reversing-switch, handles for operating said switches, a brake actuated by fluid-pressure, a valve for controlling the application 'of said brake, means for operating said lvalve to cause said brake to be applied when the controlling-switch handle is released in any position, and means tor rendering said valve-operating means inoperative when said reversing-handle is in acertain predetermined position,

6. In combination, a motor-controlling switch anda reversing-switch, handles for operating said switches, Vbrake actuated by huid-pressure, a valve .for controlling the application of said brake, means for operating said valve to cause said brake to be applied when the controlling-switch handle is released in any position, and means operated when the reversing-handle moved into its neutral position for locking Said valve-operating means in such a position that said controlling-switch handle may be released Without causing said brake to be applied.`

7 `In combination, a motorcontroller, a controlling-handle, a brake actuated by fluidpressure, a valve for controlling the'application of said brake, means for causing said valve to operate to apply said brake when the controlling-handle is released in any position` and means operated from said controlling-handle after said handle has been turned into the position corresponding to the of position of the controller for operating said valve to cause the brakes to be released.

8. In combination, a motor controlling switch, areversing-switch, handles for operating said switches, a brake actuated by iluidpressure, a valve for. controlling the application of said brake, means for causing said valve to operate to apply said brake when the controlling-switch handle is releasedin any position, means operated from saidcontrolling `-sw-itch, handle after said handle has been turned into the position corresponding to the "off position of the controller for operating said valve to cause the brake to be released, and means operated by the reversing-switch handle for locking the valve-operating mechanism so that the controlling-switch handle may be released Without causing the brake to be applied.

, 9. In combination, a controlling-handle, a brake actuated by fluid-pressure, a valve controlling the operation ot' said brake, a sleeve rotatably mounted on a shaft operatively connected with said handle, means normally tending to maintain said sleeve in a predetermined position and to return it when moved away from said position, means operated from saidl controlling-handle for locking said sleeve to said shaft, and means operated by said sleeve for actuating said valve whenv said locking means is released,'said locking means being so constructed and arranged as to cause' the brake to be released when a knob upon the controlling-handle is depressed While lthe said handle is in a predetermined position.

10. In combination, arnotor-controller coinprising a controlling-switch and a reversingswitch, a controlling-handle, a brakeactuated by fluid-pressure, a valve for controlling thev operation of said brake, a sleeve rotatably mounted on a shaft operatively connected withsaid handle` means normally tending to maintain said sleeve in a predetermined' position and to return it when moved away from said position, means operated from the controlling-handle. for locking said sleeve to the shaft, means carried by said sleeve for'causing said valve to operate to apply the brake when the sleeve is unlocked upon the release of the controlling-handle, and means operated when the reversing-switch-actuating means IOO the handle to be released without causing said brake tobe applied.

l1. In combination, a'motor-controlling switch, a handlept'or operating said controlling-switch, a brake actuated by Huid-pressure, a'valve for controlling the operation otl said brake, a sleeve rotatably mounted on the controlling-switch shaft, mean-s normally tending to maintainl said sleeve in a-predetermined position and to return it when moved away from said position, means operated from the controlling-switch handlejlior locking said sleeve to the controlling-switch shaft, means carried by said sleeve for causing said valve to operate to apply the brake when the'sleeve is unlocked upon the release of the controll ling-switch'handle in any position of the controller, a reversing-switch-actuating mechananism, and means operated by the reversingswitch-actuating mechanism when the latter is moved into its neutral position for locking said sleeve so that the controller-handle can be released without causing the brake to be applied. 1

12. In combination, a device for regulating the application of power, an operating-handle therefor, brake-controlling means, means normally tending to operate said brake-controlling means, means controlled from the handle for preventing' the operation of said operating means and for permitting the latter to operateA when the handle is released in any position of the controller, and means operated from said handle for returning the operating means to its inoperative position.

13. VIn combination, a controllingdiandle, brake controlling means, means normally tending to operate said brake -controlling means, means for preventing the'operation of said operating means and for permitting the latter to operate when the handle is released by the operator at any position of the controller, and -means operatedfrom said handle when the latter is ina predetermined position tor rendering said brake-controlling lmeans inoperative.

14. In combination, avcontrolling-handle,

brake-controlling means, means for operating tion,

said brake-controlling means when the handle is released bythe operator in any position of the controller, means controlled from said handle for returning said operating means to an y out affecting inoperative position and for preventing the operation thereof, and means for locking said operating means inthe last-mentioned position so that the handle can be released withsaid operating means. y

15. In combination, acontrolling-handle, a brake-controlling valve, lmeans for operating saidvalve when the handle is released by the operatory in any position of, the controller, means controlled from said handle for returning said Valve-operating means to an. inoperative position and for preventing its operation,

vand means for locking said valve-operating means in the last-named position so that the `iandle can be released without ail'ecting said operating means. y

y 16. In combination. a motor reversing switch, means for actuating` said vrevel-singlyswitch, a controlling-handle, brake-controlling means, means for operating said brakebythe operator in any position ot' said handie, means controlled from said handle for returning the operating means" to an inoperal tive position and for preventing its operation, and means operatively connected with thc reversing-switch-actuating means for locking said'valve-operating means in the last-mentioned position.

17. In combination,` a moto-l*- reversing switch, means for actuating said reversingswitch` a controllinghamila a brake-controlling valve,- means for operating saidvalve when the handle is released by the operator in any position of said handle, means controlled from said handle lor returning said valve-operating means to an inoperative position and for preventing its operation, and means operatively connected with the reversing-switch-actuating means for locking said valve-operating means in said inoperative position.

18. In combination, a controller, means lfor operating said controller, brake-controlling means for causing' a power-actuated brake to be applied it' the controller-actuating means is released in any position ot' the controller, means controlled from said handle and rendered inoperative upon the release thereof forpreventing the operation ot' said brake-con- .trolling means, a reversing-switch, and means operated when the reversing-switch is moved into a predetermined position .for moving the brake-controlling means into an inoperative position.

19. In combination, a motor controlling switch, a reversing-switch, handles for operating said switches, a brake-controlling valve, means -for operatingsaid valve when the concontrolling means when the handle is released IOO IIO

trolling-switch handle is released in any posimeans controlled from said controllingswitch handle and rendered inoperative when the vhandle is released for preventing the operation `of said Vbrake-control]ing valve, and means for, rendering the -sald valve-operating means inoperative when the reversing-switch handleis in alcertain predetermined position. 20. In combination, a motor-controller, a controlling-handle, a brake-controlling valve, means for operating .said valve when the controlling handle is released in any position, and means controlled fromsaid controlling-handle after the handle has been turned into the position corresponding to the the controller for moving said valve-operating means into an inoperative position and for maintaining it in said inoperative position.

IIS

of position of 21. ln combination, a controlling-handle, a brake-controlling valve, a sleeve mounted on a shaft operatively Connected with said handle, means A`controlled from the handle for locking' said sleeve to the shaft, means operativel)7 connected with said sleeve for actuating the valve when the locking means is released, means normally tending to move said sleeve into a position to operate the valve. and means operated from the controlling-handle when the latter is in a predetermined position for moving said sleeve so as to render the valve-actuating means inoperative.

22. In combination, a controlling-handle, a sleeve mounted on a shaft operatively connected with said handle, a bolt operated and controlled from the handle for engaging a 'sleeve for actuating the valve'when the bolt is removed from the slot, means normally tending' to move said sleeve to cause the valve to be operated, the said bolt and slot in the r sleeve being formed with inclined faces which cooperate when the'loolt is forced into its locking position to cause the sleeve to be moved so as to render the valve-actuating means inoperative.

In'witness whereof I have hereunto set my hand `this 20th day of March, 1903. l

` GEORGE MACLOSKIE. VVitnesses-z BENJAMIN B. HULL, HELEN ORFORD. 

